Engine



C. F. KETTERING.

ENGINE.

APPLICATION FILED APR. 1. 1918.

l 5,43%524, Patented Sept. 26, 31922.

.21.' Zrvgy Patented Sept.. 26, 1922. l

UITED STATES rATENr OFFICE.

CHARLES- r. KETTERING, or DAYTON, onro, .Ass1GNon, BY MESNE ASSIGNMENTS, To narco-LIGHT COMPANY, or DAYTON, omo, A CORPORATION or DELAWARE ENGINE.

Applicationled Aprill 1, 1918. Serial No. 225,902.

To alwlzomz'tma-y concern.' p

Be it known that I, CHARLES F. KETTER- ING, a citizen of' the United States of America, residing 'at Dayton, county of Montgomery, and State of hio, have 1n vented certain new and useful Improvements in Engines, of which the following is a full, clear, and exact description.

This invention relates to an internalcombustion engine and'has for its principal object the provision of improvements in the construction thereof.

An object ofthe invention is to provide an ignition timer and cam shaft assembly which may be removed as a unit from the crank case of the engine whileV maintaining the crank case substantially intact.

More specifically, it is an object of the invention to provide the crank case .with an opening adapted to receive a bearing member for the engine cam shaft, the opening being of such size as to permit the withdrawal of the bearing member and vcam shaft, together with all operating parts.

carried thereby, to the exterior of the crank case without removing any substantial part of the crank case or gaining access to the interior thereof.

Other obj ects of the present invention will be apparent from the following description of a preferred embodiment thereof, reference being had to the accompanying drawings.

In the drawings:

Fig. 1 is a central longitudinal sectional view of an engine embodying the present invention, parts thereof being shown in elevation; v

Fig. 2 is an end view of the cam shaft bearing member showing the ignition timer elements mounted thereon; and

Fig. 3 is a sectional view of a portion of the crank case showing the ignition timer and valve shaft assembly partly in section and partly in elevation, the bearing memberand timer housing being a section on the line A--A of Fig. 2 and the timer mechanism within the timer housin being a section on the irregular line B- of Fig. 2.

Referring to the drawings, 20 designates a base supporting a crank case casting 21. Casting 21 comprises the crank case proper 21a, which includes a lubricant reservoir located at the bottom-of the castin and ar' chamber extending upwardly from t e reservoir which provides'a housing for the crank shaft, connecting rod, and other moving parts. The crank case casting 21 also includes a Jacket 21b surrounding the upper portion `of the crank case, said jacket termmatmg with a circular iiange 21c substantiall on the level with the upper end of the cran case 21a, and cooperating with crank case 21 to .form an annular passage surrounding said crank case for a purpose to be descrlbed. The crank case 21a supports cylinder 40, 1n whlch is mounted for reciprocation a piston 41, which is connected by means of connectin rod 42 to crank shaft 24 journaled in the wa ls of the crank case. rl`he engine 1s provided with the usual intake and eX- haust passages, puppet valves therefor, and suitable valve gear for operating the valves, all operating in a manner Well understood by those skilled in the art and for that reason not'deemed necessary to be illustrated. The valve gear includes push rods 61 and 62 adapted to be actuated by cams 63and 64: carried by the cam shaft 65 which is mounted for rotation in a sleeve bearing member 66 extendlng through an openingl in the wall of the crank case casting. The cam shaft and its bearing member .carry at their outer ends the i nition timer mechanism designated "general y by the reference character 151. rlhe cam shaft and timer mechanism are operated from the engine crank shaft by means of cooperatingl gears 68 and 69 mounted on the cam shaft and crank shaft respectively.

The engine herein illustrated is provided with a breather 81 which is connected at its Aupper end with the intake passage and at substantially the same as that which forms the. subject matter of my Patent Number 1,280,974, dated .lune 7, 1921. Around the cylinder andy its associated parts there is disposed a draft tube 76 which fits over the flange 21c on the crank case jacket ,21b and which, with the cylinder 40, forms a continuation' of the passage between the crankl case 21a and thecrank case jacket 21". Suitable means may be provided for causing the circulation of coolingair through the passage about the cylinder and the crank case,

and to more edectively cool the cylinder 40 it isprovided with radiating fins 4:3.

Gear 71 mounted upon casting 21 co# operates with gear carried by the crank shaft 2d for the purpose of throwing oil which is contained in the lower part of the crank case 21, to the various moving parts contained Within the crank case. @il may be introduced through pipe 72 and may be drained od through pipe 7 3.

lhe cam shaft and ignition timer assembly Will next be described. Referring to Figs. 1 and 2,.the crank case casting 21 is bored transversely at to provide an open= ing for the reception of cam shaft bearing member 66, which is provided With nished surfaces adapted to engage with the corresponding finished surfaces of the bore 160 adjacent both ends thereof as shown. @ne end of the cam shaft bearing member 66 is flared outwardly to form a cup shaped entension or timer cup 161, concentric with the cam shaft which forms a chamber 162 for housing the ignition timer elements. 'lhe bearing member 66 is further provided with a recess 163 for a purpose to be described, and is bored out longitudinally at 16d to form a bearing for the cam shaft65. Bean ing member 66 is secured in position Within the crank case and located With relation to the crank shaft, by means of set screw 167 which seats in socket 168 drilled in the bearing.

Cam shaft 65 is provided with journals i170, a shoulder 171 and with a threaded portion 172 which is engaged by lock nut 17d adapted to be locked in position by means of screvv 175. Cam shaft 65 is located with respect to the bearing member 66 by means of shoulder 171, abutting one end of said bearing member and by means of nut 174 and Washer 173, located in recess 163 and abutting shoulder 169 formed on the other end of said bearing member. Lubrication for the cam shaft bearing is provided for by means of passage conducting lubricant, which issplashed up by means of the crank shaft 2d and the lubrieating gear 71, around the cam shaft journals 170. Passage 166 conducts away the surplusv lubricant `which returns to the` crank case. A

The outer end ofthe cam shaft is flattened at 176 to provide the timer camming surface. Mounted vvithin the chamber 162 and upon timer cup 161, is the timer base 180. Carried by the base 180-E and inv -mounted upon contact arm 186 which is pivotally mounted upon insulating plate 182 by means of pivot 187. Contact arm 186 carries a liber cam follower 188, which cooperates vvith the timer cam surface at the end of'cam shaft 65. A spring 189 serves to maintain the timer contacts v inV touching relation, except at such times as the cylindrical surface of the outer end of the cam shaft 65 engages with cam follower 188. Spring 189 serves also to conduct cur= rent from tuner terminal 190 to contact arm 186. Timer terminals 190 and 1191 may be connected in series with a battery and the primary Winding of an ignition coil, not shovvn. 'llt is evident that the closing of timer contacts vvill `permit the current to build up in the primary Winding of the ignition coil, and at the separation of the contacts will produce a sparking impulse in the secondary `Winding to give the necessary ignition spark at the spark plug of the engine.

1t will be apparent from the foregoing/85 description that there has been provided a cam shaft, vvhich'carries valve operating7 cams and the timer cam, and also a gear adapted to be driven by a gear on the crank shaft. By virtue of this construction there is but one driving connection between the crank shaft andthe 'cam shaft and no geared connection between the cam shaft and the timer cam. 'lhe cam shaft gear, the valve operating-camsand the timer cam may be accurately located with respect to each other, or may be formed integrally vvith the cam shaft in a very simple manner. llt follows that the problem of locating the various cams with respect to the lo@ engine crank shaft has been solved inl an extremely simple manner. 1t is also ap parent, that there has been provided a bearing member for the cam shaft which serves as a housing for the ignition timer elements, and that said bearing member and parts carried thereby, including the camshaft, may be removed in assembled relation as a unit yfrom the crank case. 'lhis is possible because the diameter of 1l@ the bore or opening 16() is made larger than the cam shaft gear 68 and cams carried by the cam shaft, so that these operating parts may clear the opening formed in the crank case.

The removal of the ignition timer and camshaft assembly may be readily and quickly accomplished by simply ,loosening the set screvv 167, raising the push rod 61 until it clears the gear 68 and then, by taking hold of the timer cup 161, Withdrawing the entire assemblyV axially through the bore or opening 160, the gear 68 unmeshing with gear 69 during this movement. 'llo reassemble, the operation is of course reversed except that it may be necessary, in addition to raising the push rod 61 I unt-il it clears the gear 68, to also raise the push rod 62 to clear the cam 6d as the latter is moved into place under the push wel rod 62. In any event, it will be observed, the operating parts or means 63,' 64:, and 68 may be readily disengaged from the parts cooperating therewith, and the cam shaft and parts assembled thereon either withdrawn or inserted through the opening 16@ while maintaining the crank case s ubstam tially intact. Where the expression substantially intact is used in the claims as applied to a crank case it should be clearly understood that this has reference to anyk suitable or desired construction of cran case, whether completely closed or only partially closed, in which the cam shaft and operating parts assembled thereon may be removed through an opening in the crank case without removing some substantial part of the crank case or first gaining access to the interior thereof for the purpose of adjusting, disengaging,or removing some interferring or cooperating part on the interior of the crank case.

While the present invention is herein shown and described as applied to the crank case of an internal-combustion engine, it should be understood that this is 4not to be considered as a limitation in -any respect, since the invention is equally useful in an other device or apparatus requiring t e removal of a shaft and the parts assembled thereon for inspection, repair or replacement.

While the-form of mechanism herein shown and 4described constitutes a preferred embodiment of one form of the invention, it is to be understood that other forms might be adapted and various changes and alterations made in the shape,

size, and proportion of the elements therein, without departingfrom the spirit and scope of the invention.

Vhat l claim is as follows:

l. ln a device of the kind described, the combination in an internal-combustion engine including a crank case, a crank shaft supported thereby, an operating valve, and an ignition device; of a cam shaft provided with a valve cam and an ignition timer cam; a bearing member supporting the cam shaft and provided with means for supporting ignition' timer elements which in'cflude cooperating stationary and movable contacts adapted to be connected in an ignition circuit; a contact arm carrying the movable contact, mounted on the bearing member, and provided with a portion engaging the timer cam; gearing within the crank case between the cam shaft and crank shaft; and means provided on the crank case for removably supporting the cam shaft bearing member, said support-- ing means being constructed and arranged so as to permit the removal of the cam shaft and bearing` member, and parts assembled thereon, tod the exterior. of the i ad crank case, while maintaining the latter.

substantially intact.

e. In d device of die kind described, the

an ignition hdevice; of a driving gear on.

the crank shaft; a cam shaft bearing'member lhaving a bearing within which a cam shaft may be supported for rotation, and having a cup-shaped extension on one end thereof; ignition timer elements mounted upon the cup-shaped extension including movable and stationar .contact elements adapted to be connecte in an ignition circuit; a cam shaft supported .in said bearing, andprovided with a valve vcam and a timer cam adapted to cooperate with the movable contact element of the ignition timer, and having a`gear adapted to cooperate with the driving gear of the crank shaft; and provisions formed upon the crank case for supporting the cam shaft bearing member with said gears in engagement within the crank case, said bearing member and said gti supporting provisions being constructed` and arranged so that the bearing member and parts supported thereon may be removed in assembled relation from the crank case to the exterior thereof, while maintaining the crank case substantially intact.

3. In a device of the kind described, the combination in an internal-combustionv engine having a crank case and a crank shaft;

mentioned shaft from the crank shaft, the4 common element and second mentioned shaft being removable in assembled relation from the crank case to the exterior ioa thereof, while maintaining the crankcase substantially intact.

4. In a device of themcharacter described,tx i

in combination, a crank case provided with an opening in the wall thereof; a crank shaft journaled in the crank case; a shaft extending through said opening and supported for rotation therein; a driving connection between said shaft and the crank shaft including a gear mounted ony said shaft within the crank case of a size adapted to pass through said opening; and means cooperating with said shaft and adapted to be actuated thereby, said cooperating means being constructed and arranged to permit the removal of said shaft and parts as sembled thereon through said opening while maintaining the crank case substantially intact.

5. lln a device of the character described, in combination, a crank case provided with an opening in the .wall thereof; a crank shaft journaled in the crank case; a shaft extending through said opening and supported for rotation therein; a driving connection between said shaft and the crank shaft including a gear mounted on said shaft within the crank case of a size adapted to pass through said opening; and means cooperating with said shaft and adapted to be ac- -tuated thereby, said means including a cam onsaid shaft and being constructed and ar liti ranged to permit the removal of said shaft and parts assembled thereon through said opening while maintaining the crank case substantially intact.

6. ln a device of the character described,

' in combination, a crank case provided with an opening in the wall thereof; a crank shaft journaled in the crank case; a shaft extending through said opening and supported for rotation therein; adriving connection between said shaft and the crank shaft including a gear mounted on said shaft within the crank case of a size adapted to. pass through said opening; and means cooperating withsaid shaft and adapted to be actuated thereby, said means including a cam on sai'd shaft within the crank case and being constructed and arranged to permit the re,

ing with said shaft and adapted to be acl tuated thereby, said means including valve and timer actuating cams driven by said shaft, and said means being constructed and .arranged to permit the removal ofI said shaft and parts assembled thereon through said. opening while maintaining the crank case substantially intact.

8. ln a device of the character1 described, in combination, a crank case provided with an opening in thewall thereof; a crank shaft journaled in the crank case; a shaft ena tending through said opening and supported for rotation therein la, driving .onnection be tween said shaft and the crank shaft in' cluding a gear mounted on said shaft within the crank case of a size adapted to pass.

opening while maintaining the crank case substantially intact.

9. ln a device ofthe character described,

in combination, a crank case provided with an opening in the wall thereof; a crank shaft journaled in the crank case; a shaft extending through said opening and supported for rotation therein; a driving connection between said shaft and the crank shaft including a gear mounted on said shaft within lthe crank case ofaasize adapted to pass through said opening; and means lcooperat-` ing with said shaft and adapted to be actuated thereby, said cooperating means being constructed and arranged to permit the removal of said shaft and-.parts assembled thereon through said opening while maine taining the crank case substantially intact, and said means including ignition timeri mechanism adapted to he actuated by the outer end of said shaft.

l0. An engine of the character described comprising in combination, a casing provided with an opening in the wall thereof; a crank shaft; a second shaft; means for journaling said shafts for rotation in the casing, said means including a bearing mem-- ber for one of said shafts in said opening; a driving connection between said'shafts including a gear on said last-mentioned shaft within the casing of a size adapted to pass through said opening; and means on said last-mentioned shaft adapted to cooperate withother movable engine parts, said means and said cooperating engine 'parts being constructed and arranged to permit end wise removalof said last-mentioned shaft with said gear and said bearing member assembled thereon through said opening while maintaining the casing substantially intact.

lln testimony whereof ll a my signature.

CHARLES l?. KETTERJNG.

l/Vitnesses:

Wannen Soninmmnc, d. W., MoDoNann 

